Power transmitting system



May 30,. 1939.

G. KRAEMEREI' -AL POWER TRANsMI mG SYSTEM Filed March 17, 1956 e sheet -sheet 1 I'N'VENTORS. 6619965 K212671452 By LIONEL BEEGEBON ATTORNEYS."

May 30, 1939. G. KRAEMER ET AL POWER TRANSMITTING SYSTEM Filed March 17, 1936 6 Sheets-Sheet 2 IN V EN TOR5. GEGQGC KQAE'MER BY l/UVEL BEPGIQON A TTORNEYS.

May 30, 11939. G. KRAEM'ER AL 2,160,385

I PDWER TRANSMITTING SYSTEM I Filed March 17, 1936 e Sheets-Sheet :5

' v VLaH-Ym mmcm'll.

A TTORNEYS.

y 1939- G. KRAEMER ET AL 2,160,385

POWER TRANSMITTING SYSTEM Filed March 17, 1956 6 sheets-shet 4 I III] INVENTORj.

Graze: kenmzie BY (IO/V51 5526590 MQLT/ A TTORNEYS.

G. KRAEMER ET AL 2,160,385

POWERTRANSMITTING SYSTEM May 30, 1939.

a Sheets-She et 6 Filed March 1'7, 1936 INVENTORS Patented May 30,1939

PATENT OFFICE 2,180,385 rowan ramsmrrmc SYSTEM George Kramer and Lionel Bergeron, Jamaica, N. Y.

Application March a, 1936, Serial No. 69,340

4 Claim.

This invention relates to an auto-selective means for effecting changes of speed in power transmitting systems such as the transmission gearing of motor vehicles.

6 The principal object of the invention is to eliminate the necessity for effecting manually any forward speed transmission gear changes of an automotive vehicle, except the conventional clutch pedal manipulation, while the car is in forward motion so that it will be unnecessary for a'driver to take his hand from the steering wheel for the purpose of making. such changes.

Another object is to increase passenger space in the driving compartment by removing the usual gear-shifting lever from the center of the floor of said compartment.

With the foregoing and other objects in view, the invention contemplates the utilization of a conventional, or other suitable train of gears,

2 preferably encased, and interchangeable to effect the desired changes of operating ratio between the driving anddriven shafts.

In carrying the invention into efiect, an object of the invention is to provide a pair of suitably 25 positioned and separately encased vacuum-operated pistons as the chief controlling means. One

of these pistons, lever-connected to suitable gear-shifting forks, and which will be termed hereinafter the primary piston is adapted to con- 30 trol the movements of the gear-shifting forks:

the other piston, gear and lever connected to the gear-shifting forks, and which will be termed the secondary piston, adapted. to control the selective operation of the gear-shifting forks.

35 In further pursuance of the invention, an object is to provide for actuation of both of said pistons by a suitable fluid suction or vacuum medium such as that derived from the intake manifold and atmospheric pressure, the fluid 40 medium making e'flfective such energy being applied through ducts suitably connected and controlled by a series of valves disposed concentrically around the piston shaft. 1

A further object of" the invention is to provide 45 for operation of the above instrumentalities by a suitable clutch actuating lever such as the con- .ventional foot pedal of an automotive vehicle.

Referring to the accompanying drawings in which like characters of reference designate like 50 parts:

Fig. 1 is aview in Plan of part of the transmission gearing and associated parts, in the construction of which this invention has been embodied, this figure showing in somewhat sche- 55 matic fashion, connections to a driven shaft, a

(Cl. Ii-336.5)

clutch lever and intake manifold; also means for dash-board control; portions of the outer casing being removed;

g. 2 is a section on the line 2-2 of Fig. 1; 3 is a section on the line 33 of Fig. 2; 4 is a section on the line 4-4 of Fig. 2; 5 is a section on the line 5-5 of Fig. 2; 6 is a section on the line 6-6 of Fig. 2; 7 is a section on the line'1-1 of Fig. 2; 8 is a section on the line 8-8 of Fig. 2'; 9 is a section on the line 9-9 of Fig. 2; 10 is-a section along the center line of the primary control valve shown in Fig. 1;

Fig. 11 is a similar section throughanother type of primary control valve, combined with a locking means and showing means for actuating said valve and lock motion of the clutch lever:

Figure 12 is an assembly view showing, in profile, the fundamental parts of a vehicle in the construction of which this invention has been embodied, this figure showing in schematic'form all auxiliary connections and controls;

Figure 13 is a view in elevation of the primary piston casing, partly broken away to reveal the means for connecting the chambers of the primary piston casing with corresponding channels and ports in the associated parts;

Figure 14 shows the main port-carrying members, isolated, to show clearly the relationship of their various ports and chambers; the piston end 0 of the primary piston shaft is shown in section'to reveal, in detail,- means for connecting said shaft with the primary piston.

In a. now-preferred embodiment of the invention, as illustrated in Figs. 1, 2 and 3, more particularly, the gears of a conventional set of transmission gearing for an automotive vehicle, the

set being designated generally by the reference character G, are adapted to be moved in the usual manner by two gear-shifting forks l I and 40 I2, slidably mounted on rods 13 and H which are fixedly supported at their ends in a casing IS, the latter adapted to be fixedly mounted on the transmission casing C, The forks II and I! are grooved as at l6 and I! to receive individually a 4 dog l8 which is in turn fixedly mounted on a shaft IS, the latter being slidably mounted within a stationary sleeve-shaft 20, and this is in turn rigidly mounted at one end as at "X 'in the casing l5. I

The corresponding end of shaft i9 is formed with segmental pinion teeth as. IQX, in mesh with rack teeth 2|X upon a piston rod 2| (see Figs. 1, 2, 3 and 4) and this rod is in turn supported tele-' scopically at one end in a socket or recess 21 of casing l6, the other end 212 having a slip flt within, and passing through, a hole I5X in casing I5 and into secondary piston cylinder parts 22 and 23.

Fastened securely -to the latter end of piston rod 2| (see Figs. 1 and 4) as by means of collars 24 and 25, is a flexible diaphragm 26. Secondary piston cylinder proper 22 is preferablyan integral part of easing l5 and secondary piston cylinder cover 23 is fastened rigidly thereto. The peripheral edge of diaphragm 26 is clamped firmly between the two parts 22 and 23.

It can now be seen that the secondary piston diaphram 26 in its position shown, engages shaft l9 with gear fork II through dog I8 (see Figs. 1 and 3) and when said piston is moved to its opposite position, shaft I9 is rotated, and dog I8 is engaged with gear fork I2.

The fluid medium for operating said piston in said manner is transmitted through ducts 28 and 29 (see Fig. 1) and the control of said medium in ducts 28 and 29 will be set forth later. It is controlled by the position of the sleeve 38.

The other (right-hand) end of shaft I9 is fitted with a fixed collar 38, which in turn is laterally embraced between collar 3I of the primary piston and shoulder 33 of a short shaft 34 (see Fig. 2 and Fig. 14) which is in turn fitted telescopically within shaft I9, being formed with an axial duct 45, which opens at its outer end into a chamber I89 of the primary piston casing, to be described later, and is in communication at its inner end, through a port H8, with a longitudinal duct or channel I88 in the periphery of shaft I9. This construction permits shaft I9 to move rotatively independent of shaft 34 and the primary piston,

but it prevents independent relative coaxial movement therebetween. Fastened securely to exposed end of a shaft 34 by means of collars 3| and 32 is a flexible diaphragm 35,the peripheral edge of which is clamped firmly between primary cylinder cover 36 and the casing 31, which is in turn fixedly mounted as at 31K on casing I5, and snugly fitted around sleeve 28 as at I8X. It can now be seen that the primary piston, in its position shown, sets the gears of transmission G at neutral position. When said piston is moved in the direction of cylinder cover 36 it sets the transmission in either intermediate or reverse speed, depending on the position of the secondary piston. When the primary piston is moved to the other extreme it sets the transmission in either low or direct gear depending on position of the secondary piston. The medium for operating the primary piston is transmitted through duct 45' (see Figs. 2, 8, 9 and 14) and a duct 46 which extends along the periphery of the shaft l9, opening laterally into the chamber II2 of the primary piston casing, being of sufficient length to register at times with certain ports in the surroundin sleeve 38. The control of said medium in said ducts will be discussed later. When the medium is transmitted through duct 45 to primary piston chamber I89 the medium also enters port 41 at the outer end of the casing 31 (see Figs. 1 and 2), drawing plunger valve 48, (which is slidably fixed in casing 31) against spring 49, allowing atmospheric pressure to enter and become effective in opposite chamber II2,- through ports 58 and 5|. When the fiuid operating medium is transmitted from its source through duct 46 to primary piston chamber I I2, said medium also enters port 52, drawing plunger valve 53 (which is slidably fixed in casing 36) against spring 54 and allowing atmospheric pressure to enter and become efiective in the opposite chamber I69 through ports 55 and 56.

Slidably fitted within casing 31, and around stationary shaft 28, is a sleeve valve 38. When in normal position, shoulder 39 of said sleeve valve abuts shoulder 48 of easing 31.- At the right hand end of sleeve valve 38 ports H and 42 are provided in casing 31 to break any vacuum thus preventing lateral movement of said sleeve valve. Pressure is applied to the other end of the sleeve valve by means of a primary spring 43 which is in turn braced againsta ring 44 which is in turn thread-fitted to stationary shaft 28.

Pressure of spring 43 is changed by adjustment of ring 44. This is to vary the speed at which the transmission will be changeable from lowto intermediate gearing. The lateral movement of sleeve 38 against pressure'of spring 43 is effected by a known type of governor 51, shown as fitted through roller bearings as 38X to the end of sleeve 38. Said governor is also shown fixed to collar 58 which is in turn fitted through bearings as 51X to stationary sleeve shaft 28. Collar 58 "is geared to a' shaft 59 which is driven by a driving shaft 68 (see Fig. 1) connected in any suitable manner with the transmission shaft of the vehicle (see Fig. 12) The governor accordingly revolves in directproportion to the speed of the vehicle, and moves the sleeve 38 laterally, aligning the respective ports of the sleeve 38 with ports of the casing 31 and the shaft 28 (see Fig. 14, which will be described). When the sleeve valve 38 is .drawn by the governor to a position within the predetermined range between low and direct speed changes, it engages a ring 6i, which is braced by a spring 62 and the latter is in turn braced by a ring 63, which is in turn thread-fitted to the stationary shaft 2 8. Pressure of the spring 62 is variable by adjustment of ring 63.

This is to vary the speed at which the transmission will be changeable from intermediateto direct gearing.

The sleeve-valve 38 is also geared to the shaft 64, which is manually operated by a control conveniently located, shown here as a simple push pull trigger 65 fixed to dash panel 66 and adapted to effect control through a cable 61 in sheath 61X.

Shaft 64 has notches 69, 18 and 1|, and engagement, when the rod is pushed or pulled by the above-mentioned manual control trigger 65, of notch 9 with a spring actuated lock 68, sets the sleeve valve 38 in reverse-gear-operating position, by rotating the sleeve 38 (see Fig. 6), to align the appropriate ports of the sleeve with,proper ports of the casing 31 and of the shaft 28, (see Fig. 14).

In like manner, engagement of notch 18 with said lock sets sleeve valve 38 in neutral operating position as shown and engagement'of notch H with said lock sets said sleeve-valve in position to operate the vehicle at selected forward speeds.

the only manual means for effecting any gear changes. When sleeve valve 38 is manually placed in forward gear operating position, its low,

intermediate or high gear operating positions are individually andautomatically determined by the governor.

In order to make positive connections between its own ports and ports of adjacent sleeves, the sleeve -valve 38 has V -shaped notches 12, 13 and 14 which mesh with a vacuum actuated lock 15 t on is afforded between secondary pistons.

passage of the fluid medium occurs from chamber,

When the vehicle is moving When the vehicle is traveling at a rate greater than the predetermined intermediate gear speed, the lock I engages notch I4.

rings 44 and 63, which control the resistance to force of the governor. v

The lock I5 consists of a shaft slideably fitted within a casing I6, which is in turn fixedly mounted on casing 31. I Fixed to the end of the lock shaft 15 by means of rings 11 and I8 is a known pump-type piston I9 fitted into a chamber 88 of a suitable casing I6. The piston I9 is held in normal position by a spring 8I and chamber cover 82. Holes 83 areprovided in cover 82 to prevent any vacuum from retarding the piston when in motion.

The operating fluid medium for actuating the .piston I9, and atmospheric pressure to release said piston, enters chamber 88 through a duct 84. The fluid medium, in the instance described, is derived from the intake manifold I38 of the power plant through a duct 96 which is controlled. by a valve 9I .to be described, and by duct 84, in communication with the chamber 88. In Fig. 7. the

structure of the lock-shaft I5 and ,the associated parts, of the casing I6 are illustrated in detail- From Fig. 7 it will be seen that the lock shaft I5 is .reduced in, diameter at 85 to form a channel which isat all times in communication with. a channel 86 leading from the chamber 88, and which is so positioned that when the shaft I5 has been set in its locking. position communicachannel 81, surrounding part of the periphery of the sleeve 38. This arrangement permits the lock 15 to take aninitial effect before the vacuum medium starts taking effect in the primary and When the lock is engaged,

88 through passage 86 through port 15X (see Fig. 14) and into chamber 81 of easing 3I.v ,(See;

Fig. 7.)

operat ng medium is admitted'into the duct 84,

only when a clutchvalve 88 within the casing 9I (shown in Figs. 1 and 10) isset in operatingposition. Said valve consists of the valve core .88, having a passage 89 and a by-pass 98. Core 88 is slideably fitted within the casing 9| andis' held: in normal position by a spring 92. The cover 93 of the casing 9I is perforated as at 94 to maintain atmospheric pressure in the spring chamber at all tinies. I

Valve core 88 is shown a's'actuated through a roller 95 by means of a cam 96X on clutch lever 91. The cam 96X should be'of suflicient length and so positioned to retain'the valve 88 inan operative position sufliciently to permit manipulation of the mechanism from anygear position to any other gear position between a full stroke position of the clutch pedal and the point where the clutch commences engagement. However,

said clutch valve may be operated by any suitable means. When in normal position, as shownin Fig. 10,'the clutch valve 88 permits atmospheric pressure to become effective in duct 84 through by-pass 98. As a result the lock shaftwill retain its normal position as shown in Fig. '7, thus permitting free movement of sleeve 39. When predetermined interme iate The predeter-t mined speed changes are variable by adjusting the channel 88 and a duct 96, which is in turn connected to intakemanifold I38 of the power plant.

The flow of operating medium may, therefore, be traced from the power plant through duct 96, through passage 89 of the clutch valve, through duct 84, throught'he passage 86. Then having effected a locking stroke of the shaft I5 which results in a communicationof the passage 86 with the chamber 81'through the channel 85 whence it is distributed according to the prearranged plan of operation as set forth later (see Fig. '7).

Fig. 11 shows another type of lock combined with a clutch valve, and adapted to be manually operated. The lock shaft 98 is slideably fitted within a casing 99, which is in turn mounted on the casing 31. Said lock is-held in normal position by a spring I88, being actuated through roller IN by a cam I82 on the rod I83, which is in turn actuated by a clutch-operating lever. When said lock is engaged with a notch of the series of notches I2, I3, I4 medium is admitted into chamber 81 through passages I84. and I85 (see Fig. 11) from duct 96 which, as connected to manifold I38 of the power plant.

In any case, the clutch valve is opened after the clutch has been disengaged and is permitted to close with a full stroke of the clutch lever so that the governor. unit is permitted to operate freely while the clutch is fully disengaged.

Referring now to Fig. 14, this illustrates, in somewhat diagrammatic manner, the portions of the members 31, 38, 28 and I9 that contain the various ports, ducts and chambers essential to the control of the vacuum medium as it flows into the operating pistons; and also shows the relation of the ports of each member to the ports of each of the other members,- 'by means of flo w lines indicated by the letters, N, R, L, I-and H, representing, neutral, reverse, low, intermediate and high gear respectively.

In Fig. 14, casing 31 is provided at its inner surface with a chamber 81, within which is a port 15X which in turn affords'communication with the source of vacuum and is of suificient 'area to receive, with the necessary clearance, a lock, as I5 or. 98. Piercing the casing 31, are'ducts 28 and 29, and relief ports II 9 and I25, suitably po'si tioned to correspond with chambers H6 and I28 of sleeve 38, in the following manner.

Sleeve 38 is provided at its outer surface with chambers I I8 and I28 of sufficient areas respectively, and so positioned as to afford passage between chamber 81 and duct 28; and between ducts 29 and port II9 respectively, when sleeve 38 is in either low or reverse gear operating. position. When in such position, this arrangement will permit the vacuum medium to become effective through duct 28, in chamber IIIv of the secondary piston, and atmospheric pressure will be adm tted into chamber I I8 through duct 29, ch mber I 28, and relief port I I9.

Chambers I I6 and I28 also afiord communication between duct 28 and relief port I25, and between chamber 81 and duct 29 respectively when sleeve 38 is in either intermed ate or high gear pos tion; and when in such position will permit the vacuum medium to become effective through duct 29 in chamber II8 of the secondary piston, and atmospheric pressure will be admitted into chamber III through duct 28, chamber H6, and relief port I25. I

Piercing sleeve 38, the ports I2I, I86, II3, I23

and I21 will co unlcate with chamber 81 when sleeve 88 is in low, neutral, reverse, intermediate and high gear-operating position respectively.

On the outer surface of sleeve 38 are also provided V-shaped, guides 12, 13 and 14 sopositioned and of such length as to receivea locking member as 15 or 88, regardless of the limited radial position ofsleeve 38. Guides 12,13 and 14 should be so constructed as to receive-said locking member when the sleeve 38 is within the predetermined low, intermediate and high gear operating ranges. respectively. When, therefore, said locking member has taken full effect, the desired ports of sleeve 38, to. be aligned with the proper ports of its adjacent members, will be fully effective. I

Further, in Fig. 14, sleeve 20 is pierced .by ports I22, I24, I01, H4 and I28 so positionedias to communicate with ports I2I, I23, I08, H3 and I21 of sleeve 38, when said sleeve is in its proper gear operating position, as follows: when in low gear, I22 registers with I2I, intermediate I24 with I23, neutral, I01 with I08, reverse, II4 with II3, high, I28with I21. I

Said ports of sleeves 20 and 38 will be so positioned that no other than the desired pair are in communication simultaneously.

Further, in Fig. 14, shaft I8 has impressed on its outer surface, chambers I08 and III, shown in preferred fashion. Also in shaft I8 and within chamber I08 is a port "0 which connects chamber I08 with duct 48, and the latter in turn, runs axially and entirely through shaft 34. The fluid pressure in chamber I08 of the primary piston, is thereby always equal to the fluid pressure in chamber I08, through port H0 and duct 45.

In the outer surface of shaft I8 is formed a duct 48 running from chamber III-to the piston end of said shaft. The fluid pressure in chamber I I2 of the primary piston is thereby always equal to the fluid pressure in chamber I I I, through duct 48. g

Separating chambers I88 and III Is a partition of which the parts numbered 8, I28, I30 and I28, are of sufficient area to close ports I22, I01, I24, H4 and l2 8, in the following manner:

Port 124 is closed by part m, and port m is closed by part I28 when the dog I8 is engaged with. the low-reverse gear fork II and when said fork is in a neutral gear position.

Port I01 is closed by partition 5 whenever both forks II and I2 are in a neutral gear position.

The shaded H-shaped areas A, .B, D, P and F shown in Fig. 14 are those areas on shaft I8 with which are caused to register the relative ports of sleeve 20 'as a result of the coaxial and radial motion of shaft I8, effected by the primary and secondary pistons.

To further elucidate, the various driving stages of a trip in a conventional vehicle, in the con-' struction of which this invention has been embodied is now described. Certain assumptions must, however, be made. Assuming that the type of lock shown in Fig. 1 is being used, and that rings 44 and 83 have been set to effect an intermediate gear setting between the speeds of three and ten miles per hour, that the operating Parts are set in a neutral position as shown in Fig. l, and that the vehicle is at rest with the motor running. It being intended to proceed therefrom to a cruising speed range, trigger is moved into a forward speed position, which thus rotates, as previously set forth, sleeve 38 to align port I2I of said sleeve with port I22 of sleeve 20, the shaft 'upper leg of area A,

this position by looking at being held my in The clutch pedal 81, then member 88 in notch 1 I depressed in the conventional manner, actuates V admitting the said medium into chamber 81,

thence (following lines L) through ports I2I and I22 port I22 being positioned in the center of the the medium is thus admitted into chamber II2, resulting in a half leftward stroke of the primary piston, drawing with it gear fork II, setting the transmission in low gear. i

a resultof this movement of shaft chamber [I8 and duct 28,.into chamber I I1 of the secondary piston, holding said pistonin, the position shown in Fig. l, which, because of gear teeth I81: and 2Ix, permits shaft I8 to move only co- I8, theport I22 will take a respective pqsition at J. Simul-- 18 taneously, said medium becomes effective through Said medium will again become eifective in chamber 8'1, thence (following lines I) through ports I23 and I24: port I24 being in position at the right end of the upper leg of area B, and the medium is admitted into chamber I08, resulting in a half rightward stroke of the primary piston. drawing with it fork II and setting the transmission in a neutral gear position, where port I24 is closed by part-I28.

Simultaneously; the medium is made effective through chamber I20 and duct 28, in chamber I I8 of the secondary piston. As a result, the shaft I8, having reached the neutral gear position just described, will be rotated by rod 2|, engaging dog J8 with fork l2. Further, shaft l9, thus rotated,

will reopen port I24 into chamber I08, said port I24 taking a respective position in the center of the lower leg of area 13. resulting in a completion of the rightward stroke of the primary piston, drawing with it, in this latter half stroke, gear fork I2, setting the transmission in an intermediate gear position. As a result of this movement of shaft I8, the port I24 will take its proper position at K.

After again releasing said clutch pedal the vehicle is assumedly accelerated to any speed greater than the predetermined ten mile per hour rate, till such a time as it is desired to shift gears to the high position, at-which time said clutch pedal is again conventionallydepressed.

Locking member 15'will, n the manner described, be urged into guide 14, sleeve 38 having been advanced further leftward by said governor springs 43 and 6 2 that shown in Fig. 1, thus permitting shaft I 9' to move only coaxially. Again releasing the clutch pedal, in the conventional manner, the

vehicle is accelerated or decelerated as desired,

and will remain in high until the clutch pedal is depressed when the vehicle is moving at a speed less than the predetermined ten miles per hour rate.

Assuming that the clutch pedal is next depressed when the vehicle is moving at a speed between the predetermined three and tenmile per hour rates, locking member I5 will, in the manner described, be again urged into guide I3, sleeve 38 havingbeen retarded rightward 'by thus realigning port I23 of sleeve 38 with port I24 of sleeve 20. As-a result of the last-named movement of shaft I9, port I24. will have been respectively positioned at the lower right end of area B. Said medium being again transmitted along path Lasdescribed, is thus made effective in chamber I08 resulting in a full rightward stroke of the primary I piston, drawing with it fork. I2, setting the transmission in an intermediate gear position. Port I24 again takes'its proper position at K.

Simultaneously, the medium is made efiective in the secondary piston chamber II8, through chamber I20 and duct 29, again holding said piston in a position opposite that shown in Fig. 1.

After the clutch pedal is again conventionally released and assumedly depressed when the ve-' hicle is moving at a speed less than the three mile per-hour rate, lock 15, will, in thedescribed manner be again urged into guide 12, sleeve 38 having been further retarded by spring '43, thus realigning port I2I of sleeve 38 with port I22 of sleeve 20. As a result of the last movement of shaft I9, port 'I22 will have been positioned at the'lower left end of area A. Said medium being again made effective along path L, as'described,

is thus admitted into chamber III, resulting in a half leftward stroke of the primary piston, drawing with it fork I2, setting the transmission in a neutral gear position, where port I22 is closed by part II5. Simultaneously the medium is again made effective through chamber IIS and duct 28, in chamber II! of the secondary'piston.

As a result, the shaft B having reached the neutral gear position, just described, will be rotated by rod 2|, engaging dog I8 with fork II. Further, the shaft I 9,,thus rotated, will again open port I22 into chamber III, said port I22 taking a suitable position in the center of the upper leg of area A, resulting in a completion of the leftward stroke of the primary piston, drawing with it the fork II in this latter half stroke, setting the transmission in low gear position.

As a result of this final movement'of shaft I9,

the port I22 will take its position at J. Forward acceleration of the vehicle is attained by releasing the clutch in the conventional manner.

A change of gears directly from low to high is possible if after the transmission having been set in "low, the clutch pedal is depressed only when the predetermined ten mile per hour rate has been exceeded.

From the foregoing, it will be seen that when the clutch pedal is depressed, port I28, now positioned in the upper right end of area F, will communicate with chamber I08. As a result the position where port I28 will be closed by partition I29, at which point shaft I9 will be-rotated by the secondary piston, opening port I28 into chamber III and engaging dog I8 with fork I 2. As a result, the primary piston will move back again to the left, drawing with it fork I2, setting the transmission in high.

Likewise a change of gears directly from high to low is possible if after the transmission having been set in high, the clutch pedal is depressed, only when the speed of the vehicle has decreased below the predetermined three miles per hour rate. r

It will be seen further that when the clutch pedal is depressed, port I22, now positioned in the lower right "end of area A, will communicate primary piston will draw fork II to a neutral with chamber I00. As'a result the primary pisfton will draw fork I2 to a neutral position where fport I22.will be closed by partition H5, at which ,point shaft I9 will be rotated by the secondary piston, opening port I22 into chamber I I Iand engaging dog I8 with fork I I. As a result the primary piston will move back again to the left drawing with it fork II, setting the transmission 7 in low.

The transmission may be set in a neutral gear position directlyfrom any other position by setting the trigger 65 in the "neutral position, which causes, as previously described, the sleeve '38 to rotate and to align port I06 of said sleeve with port I01 of sleeve 20, shaft 64 being held firmly in this position by lock 68 in notch :10;

The clutch pedal, when depressed in the con ventional manner, makes the medium, as pre-- viously described, effective in chamber 81; thence (following lines N) through ports I 06 and I 01,

Had the transmission been previously set in low", port I01 would be respectively positioned at the upper right end of area D and in communication withchamber I08, resulting in a half rightward stroke of the primary piston, drawing tioned at the upper left end of area D and in communication with chamber III, resulting in a half leftward stroke of the primary piston, drawing with it fork II to a neutral position, port I01 taking a position at M, thu being closed by partition I I5. a

Had the transmission been previously set in intermediate, 'port- I01 would be respectively positioned at the'lower left end of area D and in communication'with chamber III, resulting in a half leftward stroke of the primary piston,

drawing with it fork I2 to the neutral position,

port I0! taking a corresponding position at the center of the lower leg of area D thus being closed by partition II5.

'The transmission may be set in "reverse" only from a "low or neutral" position, when the vehicle is moving forward at a speed less than with it fork II to a neutral position and port I0I' the predetermined three mile per hour rate, by

setting trigger in the reverse position, which I I a ther piston device, a

as previously described, causes rotation of sleeve 38 to align port H3 of said sleeve with port Ill of sleeve 20, shaft 64 being held firmly in this position by the locking member 88 in notch 69. The clutch pedal, when depressed in the conventional manner, makes the medium, as previously described, effective in chamber 81, thence (following lines R) through ports H3 and I. Had the transmission been previously set in low, port H4 would be correspondingly positioned at the upper right end of area E and in communicaiton with chamber I08, resulting in a full rightward stroke of the primary piston, drawing with it fork II to the reverse position, port Ill taking its position at P. Simultaneously, the medium is made effective through chamber H6 and duct 28, in chamber I" of the secondary piston, holding said piston in the position shown in Fig. 1, thus permitting shaft l9 to move only coaxially.

Had the transmission been previously setin neutral", port I would be positioned at the center of the upper leg of area E and in communication with chamber I, resulting in a half rightward stroke of the primary piston, drawing with it fork II to the reverse position and port Ill taking a corresponding position at P. Simultaneously, the medium is also made effective, through chamber H6 and duct 28, in chamber H! of the secondary piston, holding said piston in the position shown in Fig. 1.

We claim:

1. An auto-selective transmission control for a gear transmission of the class comprising driving and driven rotary members, a suitable train of gears adapted to be variably coupled to effect changes of operating ratio between said driving and driven rotary members; means operable to couple said gears progressively or retrogressively for the stated purpose; said transmission control being characterized by a pair of encased suction fluid operable pistons, connections by which said pistons are adapted to actuate said coupling means, a system of ducts connected with said piston casings, a source of suction, means connected to said source of suction and to said ducts, a governor, governor controlled valve means for effecting automatic control of movements in said system for actuation of said pistons by exclusively suction-initiated impulses in response to the speed of said driven member, to determine changes in the gear coupling independently of manual intervention within said system, a furlocking means operated thereby to lock a governor controlled element of said gear coupling selecting means against operation by the governor during gear' coupling operations, and manually operable means to set said transmission control to transmission gears the direction of movement of said driven member.

2. An auto-selective gear transmission includins. of encased pistons adapted to be operated by fluid determine through thein combination, transmission gears, a pair pressure, a system of ducts for transmitting suction to and from said encased pistons, means providing a source of suction for utilization in said system, valves to control the suction transmission, gear shifting forks adapted to serve in part as cbntrolling means for the gears, a shaft having a movement of rotation controlled by one of said pistons, and a dog operated by the said shaft when rotated to select a predetermined one of said forks, another of said pistons being operable to vary the axial position of said shaft, thereby to effect shift: to the selected gear, all selective and shifting movements being made cffective through said shaft, and said suction controlling valves including a plurality of relatively adgiiistable sleeves coaxially disposed around said sh t.

3. An auto-selective gear transmission including, in combination, transmission gears, a pair of encased pistons adapted to be operated by fluid pressure, a system of ducts for transmitting suction to and from said encased pistons, means providing a source of suction for utilization in said system, valves to control the suction transmission, gear shifting forks adapted to serve in part as controlling means for the gears, a shaft having a movement of rotation controlled by one of said pistons, and a dog operated by the said shaft when rotated to select a predetermined one of said forks, another of said pistons being operable to vary the axial position of said shaft, thereby to effect shift to the selected gear, and manually operable means for initiating the action of said pistons, all selective and shifting movements being made effective through said shaft, and said suction controlling valves including a plurality of relatively adjustable sleeves coaxially disposed around said shaft.

4. An auto-selective gear transmission including, in combination, transmission gears, a pair of encased pistons adapted to be operated by fluid pressure, a system of ducts for transmitting suction to and from said encased pistons, means providing a source of suction for utilization in said system, valves to control the suction transmission, gear shifting forks adapted to serve in part as controlling means for the gears, a shaft having a movement of rotation controlled by one of said pistons, and a dog operated by the said shaft when rotated to select a predetermined one of said forks, another of said pistons being operable to vary the axial position of said shaft, thereby to effect shift to the selected gear, all selective and shifting movements being made effective through said shaft, and said suction controlling valves including a plurality of relatively adjustable sleeves eoaxially disposed around said shaft, one of said sleeve valves being adapted by its rotative setting to determine whether the coupling shall be for forward or reverse drive, and a push-pull, hand-actuated device to operate said sleeve rotatively.

GEORGE KRAEMER. LIONEU BERGERON. 

